Engine.



J. HARRINGTON, DECD.

A. HARRINGTON. EXBCUTRIX ENGINE- 1100974 APPLICATION FILED IUNE3,1912,Patented June 23 \VI TNESSES: INVENTOR UNITED srArEs PATENT un on.

JOHN nnnnineron, or MOUNTAIN VIEW, cnmronmnynnmnna c. HARRINGTON.

EXEGUTRIX 0F SAID JOHN HARRINGTON, DECEASED.

ENGINE.

Specification of Letters Patent.

Patented June 23, 1914.

Application filed June 8, 1912. Serial No. 701,184.

construction of the engine and its valve gear, whereby the engine isthoroughly scavenged to remove burnt gases, and in a special arrangementof the gas-controlling valve, and in the provision of means in theengine case for permitting the rapid inlet of a large quantity ofcompressed air into the combustion chamber and for watercooling theexhaust valve.

It also comprises details of construction which will be more fullyexplained by reference to the accompanying drawing in which the figureis a central, vertical cross section of the engine.

A form of the engine is illustrated in the drawing and is shown asconsisting of an engine casing, having an upper combustion andcompression chamber 2, in which is reciprocable a piston 3 adapted, whenin its lowermost position relative to the combustion. cylinder 2, to runupon guiding ribs or bearings 4, of which a suitable number may beprovided; there being formed between'the sides of the ribs segmental airpassages or chambers 5 formed in an enlarged portion 6 of the casing.The chambers 5 communicate with a compression chamber 7 in the crankcase 8 of the engine.

At one side of the crank case Bis provided a suitable inlet valve 9, sothat during the upward stroke of the piston 3 a charge of air will bedrawn into the compression chamber 7, and which charge will besubsequently com ressed during the downward stroke of the piston 3.

In the present instance the stroke of the piston 3 is designed tobesufiicient to uncover the upper endsof the air chambers 5 as thepiston approaches its lowermost position, so thatcompressed air from thecompression chamber 7 will rush into the com bustion chamber 2 of theengine; the area of the opening formed by the piston'3 at the upper endsof the chambers 5 between the ribs 4 preferably being considerable, sothat a large volume of air from the compression chamber will rushdirectly around the upper end of the piston into the com-- pressionchamber; the inrushing air displacing the burnt gases which arepermitted to escape through an annular or other suitable port 10 whichis formed at the head of the cylinder 2.

For the purpose of opening and closing. the annular port or other ports10 at the proper period, I provide a balanced, annular, ring-like sleeveor valve 11, having a working fit with a seat 12 which is water cooled;the upper end of the valve 11 being adapted to cover or uncover theeduction port 10 formed onthe cylinder head; the interior of the valveforming an initial combustion chamber surrounding the nozzle 17Manifestly, the annular valve 11 may be reciprocated in proper time toopen or close the port 10 by any suitable form of mechanism. In thepresent instance I have shown the valve 11 provided with projectingtrunnions 13, connected by rods 14 to and operable by a suitable camstructure 15, driven by any appropriate connections with the crank-shaft16 of the engine. In this type of engine a hydrocarbon liquid fuel isintroduced into the uppermost small part of the combustion chamber by asuit able spray ornozzle 17 fixed in the head of. the cylinder 2;, thefluid being injected through the nozzle under suitable pressure, and thenozzle 17 serving for the purpose of partially atomizing the fuel whichis sub sequently expanded by combustion, when ignited, in the combustionchamber 2. Manifestly any appropriate means may be employedv forinjecting the liquid fuel through the nozzle 17, and inthe presentinstance a force pump 18 is shown and operated by the cam-shaft 19-.

For the purpose of obtaining eflicient compression on the upward strokeof the piston3 of the air which has been adm tted from-the chamber 5when the piston 1s in its lowermost position, an extension orprotuberance20 is formed on the upper end of the piston and this isadapted to approach the initial combustion chamber within the valve 11when the piston runs to its uppermost position.

The cycle of operation of the engine and the movement of the valve is asfollows:' \Vhen the piston 3 is in its lowermost position, as shown, ithas exposed the upper ends of the chambers 5 which communicate with thecompression chamber 7 so that the air which has been compressed in thelatter chamber rushes into the Combustion chamber2; the burnt gasesbeing expelled through the port or ports 10 in the head of the cylinder,and the ports having been opened somewhat before the upper end of thepiston 3 crosses the upper ends ofthe air passages 5. In other words,the valve 11 is depressed as the upper end of the piston 3 approachesthe edges of the air passages 5; this initial opening of the port 10 bythe valve 11 permitting the gases in the combustion chamber 2 to escapeso that the pressure thereof will be reduced to less than the pressureof air in the air chamber 7. Then as the piston 3 traverses the upperends of the air passages 5, the compressed air from the chamber 7 willrush into the combustion chamber 2 which is at this time opened tocommunicate with the atmosphere through the uncovered port 10. i

On the subsequent upward stroke" of the piston 3 its initial movementwill cover the ends of the air passages 5, and for a certain remainingportion of the upward stroke of the piston the valve 11 will remain insuch a position as to leave the portsuncovered, so that all of the burntgases in the upper part of the combustion chamber 2 will be expelled;when atagiven time the valve 11 will be operated to cover the port orports 10, and thereafter during the remaining portion of the'upwardstroke of the piston 3 the air which was previously admitted over thepiston, by uncovering the air passages 5, will be compressed. Atapproximately the time the piston 3 reaches its uppermost limit ofmovement, a charge of liquid fuel will be injected through the spraydevice 17, by the pump 18, and the sprayed fuel will be ignited, and theforce of expansion will operate to drivethe piston 3 downwardly untilthe latter approaches the upper ends of the air passages 5; when at agiven time the valve 11 will be actuated to uncover the ports 10 so thatthe burnt gases will, by their own pressure, partly escape through theports 10, and subsequently as the piston 3 passes the ends of the airpassages 5 the inrush of fresh air into the combustion chamber willfurther scavenge the same.

The advantages of the present invention are thattI am enabled to produceone power stroke for each revolution of the crankshaft 16, and I am ena.led to dispense with amultiplicity of complex valves and theirrespective operating mechanism, and employ 1n lieu thereof a simplesliding valve or sleeve having a small range of movement and which ispositively driven so that it may be accurately. timed for operationduring the proper periods with relation to the movement of the piston ofthe engine.

By the provision of a suitable number of ribs or bearings 4 of suchdepth as to form comparatively largeair chambers or passages 5 betweentheir sides, I am enabled to introduce in the combustion chamber veryquickly, a large volume of air compressed to such a degree as toeffectually displace the burnt gases of the engine chamber 2, so thatthe latter is thoroughly scavenged and at the same time a charge offresh air is obtained in the combustion chamber, which charge iscompressed to the requisite degree by the upward stroke of the piston 3.The efiiciency of the engine may be increased by. the provision of alining 21 of some highly refractory material such, for instance, ascorundum.

Combustion starts initially in the chamber of the balanced valve-11, theinterior sur her, the upper edge of the chamber being so disposed thatwhen the piston is in its lowermost position the upper edge of thechamber is in free communication with the combustion chamber, aplurality of ribs arranged within the lower portion of the cylinder andforming guides upon which the piston travels when it is in the lowerportion of its stroke, the head of the cylinder being provided with asubstantially annular projection open at its outer end to form aneduction port through which burnt gases are expelled by the inrush ofcompressed air admitted over the piston from the compressed air chamberwhen the piston is in its lower .most position, a sliding valve mountedin the head and adapted to cover and uncover said eduction port at apredetermined time with relation to the movement of the piston, and aninlet for the fuel located concentrically within said annularprojection.

2. In an internal combustion engine, the combination of a combustionchamber, an annular member projecting from the head of said chamber saidmember being open at its outer end to form an eduction port, a valve forclosing said eduction port, an inlet for fuel located within saidannular mem- In testimony whereof I have hereunto set her, a pistonslidable in the combustion my hand in the presence of two subscribing 10chamber, a projection on the piston adapted. Witnesses.

to enter the annular projection an air compression chamber co-axial withsaid combus- JOHN HARRINGTON tion chamber, and ports forming a connec-Witnesses:

tion between the two chambers when the JOHN H. HERRING,

piston is at the end of its Working stroke. GENEVIEVE S.. DoNELm.

